EP3691922A1 - Procédé de pilotage d'un groupe motopropulseur de véhicule automobile - Google Patents

Procédé de pilotage d'un groupe motopropulseur de véhicule automobile

Info

Publication number
EP3691922A1
EP3691922A1 EP18785547.3A EP18785547A EP3691922A1 EP 3691922 A1 EP3691922 A1 EP 3691922A1 EP 18785547 A EP18785547 A EP 18785547A EP 3691922 A1 EP3691922 A1 EP 3691922A1
Authority
EP
European Patent Office
Prior art keywords
target
power
electric machine
delivered
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP18785547.3A
Other languages
German (de)
English (en)
French (fr)
Inventor
Ludovic MERIENNE
Nesrine BEN-BELDI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Nissan Motor Co Ltd
Original Assignee
Renault SAS
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS, Nissan Motor Co Ltd filed Critical Renault SAS
Publication of EP3691922A1 publication Critical patent/EP3691922A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B60W2710/0672—Torque change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B60W2710/085—Torque change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the control of automatic powertrain transmissions (GMP) of vehicles, electric or hybrid, comprising a gearbox which groups together the torque of several actuators (heat engines and electric machines) towards the wheels of the vehicle, on different transmission reports, via a differential.
  • GMP automatic powertrain transmissions
  • a motor vehicle powertrain comprising an internal combustion engine, a main electric machine, a secondary electric machine and at least one gearbox with piloted clutch comprising a first shaft primary mechanically connected with the internal combustion engine and with the secondary electric machine, a second primary shaft mechanically connected to the main electric machine and a secondary shaft.
  • the invention is particularly applicable to powertrains of this type, in which the engagement and disengagement of the reports is provided by synchronous coupling systems controlled without synchronizer, jaw or flat teeth, also called “clabots", axially movable on a tree .
  • the claws are controlled by means of control forks gear axially fixed axially, crazy turning on their shaft.
  • the engagement of the movable claws on the pinions engages the shaft and pinion to transmit torque to the wheels on the engaged gear ratio.
  • the publication FR 3 007 696 describes a hybrid transmission architecture with three shafts and two electrical machines, including a main machine and a secondary machine.
  • the transmission uses three specific clutch coupling systems. It is a robotized type gearbox, with a mechanical behavior similar to a manual gearbox.
  • the gear changes are performed in an automated manner, using an actuating system for engaging and disengaging the claws.
  • the following method is implemented.
  • the torque of the second primary shaft is switched on the first primary shaft.
  • the torque of the second primary shaft is zero, the electrical transmission ratio of the input ratio is disengaged.
  • the rotational speed of the main electric machine is synchronized to prepare a subsequent phase of engagement of the electrical transmission ratio of the output ratio.
  • a solution generally used consists of reducing the torque of the main electric machine and simultaneously increasing the torque of the internal combustion engine.
  • Such a solution does not, however, provide complete satisfaction. Indeed, if the torque of the main electric machine can decrease very quickly, the torque of the internal combustion engine can not increase as quickly. If we reduce as quickly as possible the torque delivered by the main electric machine, the torque supplied to the secondary shaft decreases. It follows the appearance of phenomena that can be perceived unpleasantly by users, such as acceleration holes, shocks or jerks, slowdowns, effects of "hi", etc.
  • Another solution for switching torque from the second primary shaft to the first primary shaft is to compensate for the decrease in the torque of the main electric machine by increasing the torque of the secondary electric machine.
  • the secondary electric machine generally delivers less mechanical power than the main electric machine. Under these conditions, the secondary electric machine can not compensate for the torque of the main electric machine. Thus, it appears a couple hole felt as an inconvenience by the users of the vehicle.
  • the object of the invention is to provide a method for controlling a power unit of a motor vehicle that overcomes the aforementioned drawbacks.
  • the invention aims at enabling the gear ratio to be changed between a hybrid input ratio and a hybrid output ratio having an electrical transmission ratio different from that of the input ratio, in which the duration of the change of gear ratio. ratio is minimal and causing the least possible inconvenience to the users of the vehicle.
  • a method for controlling a power unit of a motor vehicle comprising an internal combustion engine, a main electric machine, a secondary electric machine and at least one controlled jaw gearbox comprising a first primary shaft mechanically connected with the internal combustion engine and with the secondary electric machine, a second primary shaft mechanically connected to the main electric machine and a secondary shaft, the method comprising a first torque-switching phase of the second primary shaft on the first primary shaft; second phase of disengagement of the electric transmission ratio of an input ratio, a third phase of synchronization of the rotation speed of the main electric machine, a fourth phase of engagement of the electric transmission ratio of an output ratio, and a fifth phase of tilting the torque of the first primary shaft on the second primary shaft.
  • the first phase comprises a first step of calculating a first power target value and a second step of increasing the power delivered by the internal combustion engine to the first target value, the first target value being determined so that, at the end of the second step, the power delivered by the main electric machine can be fully compensated by an increase in the power delivered by the secondary electric machine.
  • the torque of the main electric machine is canceled and compensated according to two different rocking dynamics, in this case a first slow dynamic to avoid the appearance of inconveniences such as acceleration holes and a second fast dynamic to limit the duration of the change of report.
  • the power delivered by the main electric machine is decreased, the rate of decrease of the power delivered by the main electric machine being substantially equal to the rate of increase. the power delivered by the internal combustion engine.
  • the additional power that can be delivered by the secondary electrical machine is also determined and the second one is implemented. step only if said additional power determined is strictly less than a power to be achieved by the main electric machine if no gear change is required.
  • the first target value is determined by applying the formula:
  • P i.ce _ target _ e03 P mep _ no + P i.ce _ no - P hsg _ pot
  • target Pice e03 denotes the first target value
  • Pmep no designates the power to be achieved by the main electric machine if no change of ratio is requested
  • Pice no designates the power to be achieved by the internal combustion engine if no gear change is required
  • Phsg pot means the additional power that can be delivered by the secondary electric machine.
  • the torque of the internal combustion engine is increased to a rate of increase equal to the maximum rate of increase of the torque of the internal combustion engine.
  • said first phase comprises a third step of calculating a second power target value delivered by the internal combustion engine, a third power target value delivered by the main electric machine and a fourth target power value delivered by the secondary electric machine.
  • the target values are determined by applying the following relations:
  • target mep e 06 denotes the third target value
  • Phsg target e06 designates the fourth target value
  • Phsg max is the maximum mechanical power that can be provided by the secondary electric machine.
  • Target Pice e03 is the first target value.
  • Such a mode of implementation makes it possible to limit the noise, the fuel consumption and the pollutant emissions caused by the internal combustion engine during the gearshift.
  • the target values are determined by applying the following relations:
  • target mep e 08 denotes the third target value
  • Phsg target eo s designates the fourth target value
  • the ice no designates the power to be achieved by the internal combustion engine if no change of gear is required
  • Pmep no designates the power to be achieved by the main electric machine if no change of ratio is requested
  • Pice max is the maximum mechanical power that can be provided by the internal combustion engine.
  • Proues means the power setpoint to be supplied to the wheels by the power train.
  • the second target value, the third target value and the fourth target value are determined by implementing a system of equations, and wherein said system of equations is selected from at least two systems of different equations, the choice of system of equations being implemented according to at least one criterion selected from a state of charge of an electric battery of vehicle storage and a maximum noise level of the internal combustion engine.
  • the first phase comprises a fourth step of adjusting the powers delivered by the internal combustion engine, the main electric machine and the secondary electric machine to the second, third and fourth respective target values, and in which in the fourth step, the power delivered by the main electric machine is reduced to a rate of variation equal to the maximum torque reduction rate of the main electric machine.
  • FIG. 1 is an example of a simplified hybrid powertrain architecture
  • FIG. 2 shows the gearshift curves of the gearbox of the powertrain of FIG. 1,
  • FIG. 3 is an exemplary implementation of a control method according to the invention.
  • FIG. 4 is a graph illustrating the evolution of the torque delivered by the elements of the powertrain of FIG. 1 during the process of FIG. 3.
  • FIG. 1 is a hybrid power plant (GMP) functional diagram 1, with three shafts and two electrical machines, using three claw coupling systems, the operation of which is illustrated by the cited publication.
  • the power train 1 comprises three actuators, in this case an engine with internal combustion 2 (ICE), a main electric machine 3 (MEP) and a secondary electric machine 4 or alternator-starter (HSG).
  • the power train 1 comprises a solid primary shaft 5 connected to the engine 2, a hollow primary shaft 6 connected to the main electric machine 3, a secondary shaft 7, and a return shaft 8 connected to the secondary electric machine 4.
  • the ratios are interlocked by three clutch couplers C1, C2, C3, without mechanical synchronizers.
  • the gearbox groups the torque of the engine 2, the main electric machine 3, and the secondary electric machine 4 on the secondary shaft 7, towards the wheels of the vehicle.
  • the gear changes are effected under the control of the three clutch couplers Cl, C2, C3, respectively arranged on the solid primary shaft 5, on the secondary shaft 6 and on the transfer shaft 8.
  • the first coupler, said primary coupler Cl, placed on the solid primary shaft 5, allows to engage a long ICE4 thermal transmission ratio on the right, and to couple the two primary shafts on the left.
  • the second coupler, said secondary coupler C2, placed on the secondary shaft allows to engage two electrical transmission ratios EV1 and EV2.
  • the third coupler, called transfer coupler C3, placed on the countershaft 8, makes it possible to transfer the torque of the secondary electric machine to the secondary shaft 7 (on the right), or on the hollow primary shaft 6 (to left).
  • the box has two electrical transmission ratios EV1 and EV2 for the movement from the main electric machine 3, and four thermal transmission ratios ICE1, ICE2, ICE3 and ICE4 for the movement from the assembly of the secondary electric machine 4 and 2.
  • Combination allows the box to have 15 gear ratios.
  • Each gear ratio transmits a maximum force to the wheel according to the speed of movement of the vehicle.
  • FIG. 2 shows the passage curves for some of them.
  • the speed of movement of the vehicle V is expressed in kilometers / hour.
  • the maximum wheel force F as a function of speed, is expressed in Newton (N), for the two electric speeds (ZEV1 and ZEV2), and four hybrid speeds, called respectively Hyb21, Hyb22, Hyb32, Hyb42.
  • N for the two electric speeds (ZEV1 and ZEV2)
  • the first number indicates the thermal transmission ratio of the gearbox.
  • the second indicates its electric transmission ratio.
  • FIG. 3 there is shown schematically an example of a method that can be implemented to control the powertrain of FIG. 1.
  • the method of FIG. 3 is intended to be implemented during a gearshift. of speeds from an input speed ratio to an output speed ratio.
  • the input speed ratio and the output speed ratio are two hybrid ratios of the gearbox each having a distinct electrical transmission ratio.
  • the torques (input ratio, output ratio) can be (Hyb21, Hyb22) and (Hyb22, Hyb21).
  • the description of the following process will be made in the case of a gear ratio change from a Hyb21 input ratio to a Hyb22 output ratio.
  • the gearbox of the powertrain 1 is engaged in the gear ratio Hyb21.
  • the thermal transmission ratio ICE2 and the electrical transmission ratio EV1 are engaged.
  • the rotational speed of the internal combustion engine 2 such as the speed of rotation of the main electric machine 3
  • the method comprises an initialization phase PO for detecting a gear ratio change command from a hybrid inbound report to a hybrid output report respectively having two different electrical transmission ratios.
  • a speed ratio setpoint is detected from the Hyb21 input ratio to the output ratio.
  • phase P I The purpose of the phase P I is to implement a rocking of the torque of the shaft 6 on the shaft 5 in order to disengage the electric transmission ratio EV 1.
  • Phase P I comprises a first step E01 for calculating an available mechanical power Phsg pot.
  • the power Phsg pot corresponds to the additional power that can be provided by the secondary electric machine 4 with respect to the mechanical power already supplied to the initial state of the process.
  • the power is calculated by applying the following equation:
  • P hsg _ pot P hsg _ max - P hsg _ no '(V ⁇ )
  • Phsg max represents the maximum mechanical power that can be delivered by the secondary electric machine 4
  • Phsg no represents the power to be achieved by the secondary electric machine 4 outside the gear change.
  • the power Phsg no corresponds to the target power of the secondary electric machine 4 immediately before the end of the initialization phase P0.
  • the phase PI comprises a second test step E02 in which it is determined whether a power P mep no of the main electric machine 3 outside the change of ratio is less than the power Phsg pot. In other words, it is determined during the course of step E02 if the mechanical power delivered by the main electric machine 3 in the initial state can be fully compensated by an additional power delivered by the secondary electric machine 4.
  • step E03 The purpose of step E03 is to calculate a triplet of target powers of the actuators of the powertrain 1. More particularly, during step E03, a target power P target target e03 of the engine 2, a target power P mep_cope_e03 of the main electric machine 3 and a target power Phsg target e03 of the secondary electrical machine 4 are determined. These powers are calculated by implementing the following equations:
  • P hsg _ target _ e03 P hsg _ no (V4) 'where Pice no denotes the power of the internal combustion engine 2 outside the gear change.
  • a step E04 for modifying the pairs Tice and T mep is then implemented .
  • the torque Ti that is modified so that the power Pi that converges to the target power P e03 ice target.
  • the torque T mep is modified so that the power P m e P converges to the target power P mep_cible_e03 ⁇
  • the couples Ti ce and T mep are controlled so that:
  • REV I denotes the electrical transmission ratio EV 1
  • RICE2 is the ICE2 thermal transmission ratio.
  • the rate of increase of torque Ti is defined as:
  • Txice max represents the maximum rate of increase of the torque of the internal combustion engine 2. This rate can be obtained using a map (not shown) in which are stored values of the rate T xi this max depending an operating point of the internal combustion engine 2.
  • step E04 compensation of the cancellation of the torque of the shaft 6 is started by an increase in the torque of the internal combustion engine 2.
  • the duration of step E04 is minimized while avoiding the appearance of an acceleration hole.
  • the step E04 is complete.
  • a step E05 for determining a mode of operation of the power unit 1 is then applied. If, during the step E05, it is determined that the powertrain 1 operates in a first mode of operation, a step E06 is applied. If it is determined that the power train 1 operates in a second mode of operation, a step E08 is applied.
  • a second triplet of target powers of the actuators of the powertrain 1 is calculated. More particularly, during step E06, a target power P target e06 of the engine 2, a target power P m e P target e06 of the main electrical machine 3 and a target power Phsg target e06 of the secondary electrical machine are determined. 4. These powers are calculated by implementing the following equations:
  • step E07 for modifying the pairs Tice, Tmep and Thsg is then applied.
  • the torque Ti ce is modified so that the power Pice, respectively P mep , converges to the target target Pice target e06, respectively P mep target e06.
  • step E07 the decrease rate of the pairs T mep and Tice is defined as follows:
  • Txmep max represents the maximum rate of decrease of the torque of the main electric machine 3.
  • Steps E08 and E09 are similar to steps E06 and E07 respectively.
  • the step E08 differs from the step E06 in that a third triplet of target powers of the actuators of the power unit 1 is calculated by applying the following equations:
  • P hsg target _e08 P wheel -P ice target _e08 (V1 - 1 4)>
  • Pice max is the maximum mechanical power that can be supplied by the internal combustion engine 2
  • Proues is the power setpoint to be supplied to the wheels by the power train 1.
  • the PI phase is completed when one of the steps E07 and E09 is completed.
  • the torque T mep on the hollow primary shaft 6 is zero.
  • a phase P2 of disengagement of the electrical transmission ratio EV 1 is then applied.
  • the coupler C2 is manipulated so as to disengage the interconnection of the idler gear ensuring the EV 1 transmission ratio.
  • the shaft 6 is mechanically disconnected from the shaft 7.
  • a synchronization phase P3 of the hollow primary shaft 6 is then applied.
  • the power supply of the main electric machine 3 is modified so that the speed ro mep is synchronized with respect to the speed ⁇ 7 reduced by the electrical transmission ratio EV2:
  • REV2 represents the electric transmission ratio EV2.
  • a phase P4 of engagement of the electrical transmission ratio EV2 is then implemented.
  • the dog clutch C2 is manipulated so as to actuate the interconnection of the idler gear corresponding to the electric transmission ratio EV2.
  • the gearbox is engaged according to the Hyb22 hybrid ratio.
  • a phase P5 of the torque of the shaft 5 is then implemented on the shaft 6. In this way, the power unit 1 is driven to an output of the change of gear ratio. At the end of the P5 phase, the process is finished.
  • the instant t 0 corresponds to the end time of the initialization phase PO.
  • Time ti corresponds to the end time of step E04 of phase P l.
  • the instant t 2 corresponds to the end time of the phase P2.
  • the time t 3 corresponds to the end time of the phase P4.
  • the mode of operation chosen during step E05 of the embodiment shown in FIG. 4 is the second mode of operation.
  • the pairs Ti ce and Th sg increase in response to a decrease in the torque T mep .
  • the increases of the couples Ti ce and Th sg completely offset the decrease of the torque T mep .
  • the power P 7 and the torque T7 remained substantially constant during the phase P1, so that no acceleration hole should be felt by the users of the vehicle.
  • the steps E03, E06 and E08 for calculating several target triplets make it possible to implement different torque swinging dynamics, when necessary, from the shaft 6 to the shaft 5.
  • the target powers are determined according to the choice of an operating mode of the powertrain 1. If the driver wants a fuel-efficient, quiet and low-pollution driving, he will choose the first mode of operation. If, conversely, the driver wishes to preserve the state of charge of the electric storage battery of the vehicle, he will choose the second mode of operation.
  • the choice of the operating mode can also be implemented by a vehicle computer, taking into account the vehicle operating parameters such as the state of charge of the battery, the operating point of the actuators of the powertrain 1, a level noise emitted by the powertrain, etc.
  • the method according to the invention makes it possible to minimize the time of change of speed ratio while avoiding the appearance of inconvenience for the users such as accelerating holes.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Transmission Device (AREA)
EP18785547.3A 2017-10-05 2018-10-02 Procédé de pilotage d'un groupe motopropulseur de véhicule automobile Pending EP3691922A1 (fr)

Applications Claiming Priority (2)

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FR1759335A FR3072057B1 (fr) 2017-10-05 2017-10-05 Procede de pilotage d'un groupe motopropulseur de vehicule automobile
PCT/EP2018/076829 WO2019068727A1 (fr) 2017-10-05 2018-10-02 Procédé de pilotage d'un groupe motopropulseur de véhicule automobile

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JP (1) JP2020536013A (ko)
KR (1) KR102664250B1 (ko)
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CN110281907B (zh) * 2019-06-28 2021-06-29 浙江吉利控股集团有限公司 一种增程器的功率切换方法、装置及终端

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JP3666438B2 (ja) * 2001-10-11 2005-06-29 日産自動車株式会社 ハイブリッド車両の制御装置
JP2008081099A (ja) * 2006-08-29 2008-04-10 Nissan Motor Co Ltd ハイブリッド車両の制御装置
US8020652B2 (en) * 2007-12-04 2011-09-20 Ford Global Technologies, Llc Generator power-based cold start strategy
JP2010188775A (ja) * 2009-02-16 2010-09-02 Nissan Motor Co Ltd ハイブリッド車両の制御装置
FR2947877B1 (fr) * 2009-07-07 2011-06-10 Peugeot Citroen Automobiles Sa Boite de vitesses avec derivation de couple
WO2012104923A1 (ja) * 2011-02-03 2012-08-09 スズキ株式会社 ハイブリッド車両の駆動制御装置及びその方法、並びにハイブリッド車両
WO2012107957A1 (ja) * 2011-02-09 2012-08-16 スズキ株式会社 ハイブリッド車両用駆動源制御装置およびハイブリッド車両用駆動源制御方法並びにハイブリッド車両
US8948950B2 (en) * 2011-02-21 2015-02-03 Suzuki Motor Corporation Drive control apparatus of hybrid vehicle
FR3007696B1 (fr) 2013-06-26 2015-06-26 Renault Sa Transmission hybride avec une machine electrique additionnelle et procede de commande
FR3022495B1 (fr) * 2014-06-24 2017-12-22 Renault Sas Transmission hybride a machine electrique deportee et procede de commande de changements de rapports
US9944269B2 (en) * 2015-04-14 2018-04-17 Ford Global Technologies, Llc Input torque trim for transmission shift control during regenerative braking
EP3315822B1 (en) * 2015-06-25 2021-01-13 Nissan Motor Co., Ltd. Gear-shift control device for hybrid vehicle

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WO2019068727A1 (fr) 2019-04-11
KR102664250B1 (ko) 2024-05-10
KR20200057081A (ko) 2020-05-25
FR3072057B1 (fr) 2019-10-11
CN111247018B (zh) 2023-06-23
CN111247018A (zh) 2020-06-05
FR3072057A1 (fr) 2019-04-12

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